CN102582412B - Double damper for vehicle hybrid power system is isolated - Google Patents

Abstract

The present invention relates to dual shock absorber isolation for automotive hybrid powertrains. A hybrid transmission has an input member, an output member, three planetary gear sets, connecting members, and torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes. The input member is driven by an internal combustion engine and an electric motor.

Description

Dual shock absorber isolation for automotive hybrid powertrains

Cross References to Related Applications

This application claims the benefit of US Provisional Application Serial No. 61/432,176, filed January 12, 2011, which is hereby incorporated by reference in its entirety.

technical field

The present invention relates to a motor vehicle hybrid powertrain with two shock absorbers, and more particularly to a motor vehicle hybrid powertrain with an electric motor starting device with double shock absorbers.

Background technique

The statements in this section merely provide background information related to the present disclosure and may or may not constitute prior art.

A large amount of engineering and design effort is currently involved in hybrid powertrains for motor vehicles, especially passenger cars. One of the most promising and active areas involves adding electric motors and associated electronic controls to automotive powertrains to supplement torque for launch so that smaller internal combustion engines can be used in vehicles. Smaller horsepower and smaller displacement engines generally offer improved fuel economy over larger engines and, when supplemented by electric motors for vehicle launch, provide entirely satisfactory overall performance.

Thus, many hybrid powertrains begin with a modification of a conventional and existing powertrain using an internal combustion engine and a transmission with a torque converter and multiple planetary gear assemblies. Adding to this powertrain are electric motors and appropriate launch and disconnect clutches. Typically, the torque converter is removed. The addition is not without significant challenges, including variable torque oscillations during engine stop-start and engine steady state operation.

The present invention relates to a system for a hybrid powertrain that addresses and resolves the above-mentioned challenges.

Contents of the invention

A hybrid powertrain for a motor vehicle is provided which has dual shock absorbers. The hybrid powertrain includes an engine and an electric motor coupled to a transmission. A first shock absorber is provided between the engine and the electric motor, and a second shock absorber is provided between the electric motor and the transmission. The first damper is tuned to partially absorb torque shocks from the engine during stop-start operating conditions. The second damper is tuned to partially absorb torque oscillations from the engine and the electric motor during steady state operating conditions.

In one embodiment of the invention, a hybrid transmission is provided. The hybrid transmission has an input member, an output member, first, second, and third planetary gear sets, each having a sun gear, a carrier member, and a ring gear. In addition, a first interconnecting member continuously interconnects the ring gear of the first planetary gear set with the carrier member of the second planetary gear set, and a second interconnecting member continuously interconnects the carrier member of the first planetary gear set with all The output member interconnects the ring gear of the third planetary gear set, and the third interconnecting member continuously interconnects the ring gear of the second planetary gear set with the carrier member of the third planetary gear set.

In yet another embodiment of the present invention, a hybrid transmission has a first clutch selectively engageable to interconnect the sun gear of the second planetary gear set with the sun gear of the third planetary gear set.

In yet another embodiment of the present invention, the hybrid transmission has a second clutch selectively engageable to couple the sun gear of the second planetary gear set with the ring gear of the second planetary gear set and the ring gear of the third planetary gear set. The carrier components are interconnected.

In yet another embodiment of the present invention, the hybrid transmission has a one-way clutch selectively engageable to interface the ring gear of the second planetary gear set and the carrier member of the third planetary gear set with the stationary member. even.

In yet another embodiment of the present invention, the hybrid transmission has a first brake selectively engageable to interconnect the sun gear of the third planetary gear set with the stationary member.

In yet another embodiment of the present invention, the hybrid transmission has a second brake selectively engageable to interface the ring gear of the second planetary gear set and the carrier member of the third planetary gear set with the stationary member. even.

In yet another embodiment of the present invention, the hybrid transmission has a third brake selectively engageable to interconnect the sun gear of the first planetary gear set with the stationary member.

In yet another embodiment of the present invention, the hybrid transmission has a first shock absorber continuously interconnected with the engine. The first shock absorber has a spring rate of about 10 Nm/deg to about 30 Nm/deg in the first stage and a spring rate of about 50 Nm/deg in the second stage, and has a spring rate of between about 9 Nm to about 20 Nm of hysteresis.

In yet another embodiment of the present invention, a hybrid transmission has a one-way clutch for selectively interconnecting said first damper and said input member.

In yet another embodiment of the present invention, a hybrid transmission has a second damper continuously interconnected to said input member and the first member of said second planetary gear set. The second shock absorber has a spring rate of about 20 Nm/deg to about 40 Nm/deg, and has a hysteresis of between about 50 Nm to about 110 Nm.

In yet another embodiment of the present invention, the hybrid transmission has an electric motor continuously interconnected to said second shock absorber to provide drive torque to said input member.

In yet another embodiment of the present invention, the hybrid transmission has a disconnect clutch for selectively interconnecting the first shock absorber with the electric motor.

In yet another embodiment of the present invention, a hybrid transmission has a hydraulic pump continuously interconnected with the input member. The hydraulic pump supplies pressurized hydraulic fluid to the transmission.

In yet another embodiment of the present invention, said clutches and brakes are selectively engageable in combinations of at least two to establish a plurality of forward speed ratios and at least one reverse between said input member and output member speed.

Further aspects, advantages and fields of application will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the invention.

The present invention also provides following scheme:

Option 1. A hybrid powertrain having a transmission powered by an engine, the powertrain comprising:

input component;

output component;

first, second and third planetary gear sets each having first, second and third members;

a first interconnecting member continuously interconnecting the third member of the first planetary gear set with the second member of the second planetary gear set;

a second interconnecting member serially interconnecting the second member of the first planetary gear set and the output member with the third member of the third planetary gear set;

a third interconnecting member continuously interconnecting the third member of the second planetary gear set with the second member of the third planetary gear set;

six torque-transmitting mechanisms selectively engageable to interconnect at least one of said first, second and third members with at least one other of said first, second, third and stationary members even;

a first shock absorber continuously interconnected with the engine;

a one-way clutch for selectively interconnecting the first shock absorber and the input member;

a second damper continuously interconnected to the input member and the first member of the second planetary gear set;

an electric motor continuously interconnected to said second shock absorber to provide drive torque to said input member;

disengaging a clutch for selectively interconnecting the first shock absorber with the electric motor; and

a hydraulic pump continuously interconnected with the input member, wherein the hydraulic pump supplies pressurized hydraulic fluid to the transmission;

Wherein said torque transmitting mechanisms are selectively engageable in combinations of at least two to establish a plurality of forward speed ratios and at least one reverse speed ratio between said input member and output member.

Clause 2. The transmission of clause 1 wherein a first of said six torque transmitting mechanisms is selectively engageable to connect said input member and said first member of said second planetary gear set with said first The first members of the three planetary gear sets are interconnected.

Option 3. The transmission of item 2 wherein a second of said six torque-transmitting mechanisms is selectively engageable to connect the first member of said second planetary gear set to said second planetary gear set The third member is interconnected with the second member of the third planetary gear set.

Clause 4. The transmission of clause 3 wherein a third of said six torque transmitting mechanisms is selectively engageable to interconnect the first member of said third planetary gear set with said stationary member.

Item 5. The transmission of item 4 wherein a fourth of said six torque-transmitting mechanisms is selectively engageable to connect the third member of said second planetary gear set to said third planetary gear set A second member is interconnected with the stationary member.

Clause 6. The transmission of clause 5 wherein a fifth of said six torque-transmitting mechanisms is selectively engageable to interconnect the first member of said first planetary gear set with said stationary member.

Clause 7. The transmission of clause 6 wherein a sixth of said six torque-transmitting mechanisms is selectively engageable to connect the third member of said second planetary gear set to said third planetary gear set A second member is interconnected with the stationary member.

Item 8. The transmission of item 1 wherein the first member of the first planetary gear set, the first member of the second planetary gear set, and the first member of the third planetary gear set are sun gears , the second member of the first, second and third planetary gear sets is a carrier member and the third member of the first planetary gear set, the third member of the second planetary gear set and the first The third member of the triple planetary gear set is the ring gear.

Item 9. The transmission of item 1 wherein said electric motor has a stator coupled to said stationary member and a rotor coupled to the first member of said second planetary gear set.

Clause 10. The transmission of clause 1 wherein said first shock absorber has a spring rate and hysteresis that are smaller than said second shock absorber's spring rate and hysteresis.

Clause 11. The transmission of clause 1, wherein the first shock absorber has a spring rate of about 10 Nm/deg to about 30 Nm/deg in the first stage and a spring rate of about 50 Nm/deg in the second stage Stiffness, with a capacity of about 465 Nm in the first stage and about 565 Nm in the second stage, and hysteresis between about 9 Nm and about 20 Nm.

Clause 12. The transmission of clause 1, wherein the second shock absorber has a spring rate of about 20 Nm/deg to about 40 Nm/deg, a capacity of about 528 Nm, and a hysteresis of between about 50 Nm to about 110 Nm.

Claim 13. A transmission driven by a flywheel connected to an engine output, said transmission comprising:

input component;

output component;

first, second and third planetary gear sets each having first, second and third members;

a first interconnecting member continuously interconnecting the third member of the first planetary gear set with the second member of the second planetary gear set;

a second interconnecting member serially interconnecting the second member of the first planetary gear set and the output member with the third member of the third planetary gear set;

a third interconnecting member continuously interconnecting the third member of the second planetary gear set with the second member of the third planetary gear set;

a first torque transmitting mechanism selectively engageable to interconnect the first member of the second planetary gear set with the first member of the third planetary gear set;

a second torque transmitting mechanism selectively engageable to interconnect the first member of the second planetary gear set with the third member of the second planetary gear set and the second member of the third planetary gear set even;

a third torque-transmitting mechanism selectively engageable to interconnect the first member of the third planetary gear set with the stationary member;

a fourth torque transmitting mechanism selectively engageable to interconnect the third member of the second planetary gear set and the second member of the third planetary gear set with the stationary member;

a fifth torque transmitting mechanism selectively engageable to interconnect the third member of the second planetary gear set and the second member of the third planetary gear set with the stationary member;

a sixth torque-transmitting mechanism selectively engageable to interconnect the first member of the first planetary gear set with the stationary member;

a first shock absorber continuously interconnected with the engine, wherein the first shock absorber has a first spring rate and a first hysteresis;

a one-way clutch for selectively interconnecting the first shock absorber and the input member;

a second shock absorber continuously interconnected to the input member and the first member of the second planetary gear set, wherein the second shock absorber has a larger spring than the first shock absorber a stiffer second spring rate and a second hysteresis greater than the first hysteresis of the first shock absorber;

an electric motor continuously interconnected to said second shock absorber to provide drive torque to said input member;

disengaging a clutch for selectively interconnecting the first shock absorber with the electric motor; and

a hydraulic pump continuously interconnected with the input member, wherein the hydraulic pump supplies pressurized hydraulic fluid to the transmission;

Wherein said torque transmitting mechanisms are selectively engageable in combinations of at least two to establish a plurality of forward speed ratios and at least one reverse speed ratio between said input member and output member.

Item 14. The transmission of item 13 wherein the first member of the first planetary gear set, the first member of the second planetary gear set, and the first member of the third planetary gear set are sun gears , the second member of the first, second and third planetary gear sets is a carrier member and the third member of the first planetary gear set, the third member of the second planetary gear set and the first The third member of the triple planetary gear set is the ring gear.

Item 15. The transmission of item 13 wherein said electric motor has a stator coupled to said stationary member and a rotor coupled to the first member of said second planetary gear set.

Item 16. The transmission of item 13, wherein the first shock absorber has a spring rate of about 10 Nm/deg to about 30 Nm/deg in the first stage and a spring rate of about 50 Nm/deg in the second stage stiffness, with a capacity of about 465 Nm in the first stage and about 565 Nm in the second stage, and a hysteresis between about 9 Nm and about 20 Nm.

Clause 17. The transmission of clause 13, wherein the second shock absorber has a spring rate of about 20 Nm/deg to about 40 Nm/deg, a capacity of about 528 Nm, and a hysteresis of between about 50 Nm to about 110 Nm.

Item 18. A hybrid transmission driven by a flywheel connected to an engine output, said transmission comprising:

input component;

output component;

first, second and third planetary gear sets each having a sun gear, a carrier member and a ring gear;

a first interconnecting member continuously interconnecting the ring gear of the first planetary gear set with the carrier member of the second planetary gear set;

a second interconnecting member serially interconnecting the carrier member of the first planetary gear set and the output member with the ring gear of the third planetary gear set;

a third interconnecting member continuously interconnecting the ring gear of the second planetary gear set with the carrier member of the third planetary gear set;

a first clutch selectively engageable to interconnect the sun gear of the second planetary gear set with the sun gear of the third planetary gear set;

a second clutch selectively engageable to interconnect the sun gear of the second planetary gear set with the ring gear of the second planetary gear set and the carrier member of the third planetary gear set;

a one-way clutch selectively engageable to interconnect the ring gear of the second planetary gear set and the carrier member of the third planetary gear set with the stationary member;

a first brake selectively engageable to interconnect the sun gear of the third planetary gear set with the stationary member;

a second brake selectively engageable to interconnect the ring gear of the second planetary gear set and the carrier member of the third planetary gear set with the stationary member;

a third brake selectively engageable to interconnect the sun gear of the first planetary gear set with the stationary member;

A first shock absorber, which is continuously interconnected with the engine, wherein the first shock absorber has a spring rate of about 10 Nm/deg to about 30 Nm/deg in the first stage and a spring rate of about 30 Nm/deg in the second stage A spring rate of 50 Nm/deg, with a hysteresis between about 9 Nm and about 20 Nm;

a one-way clutch for selectively interconnecting the first shock absorber and the input member;

a second damper continuously interconnected to the input member and the first member of the second planetary gear set, wherein the second damper has a spring rate of about 20 Nm/deg to about 40 Nm/deg , and a hysteresis between about 50Nm and about 110Nm;

an electric motor continuously interconnected to said second shock absorber to provide drive torque to said input member;

disengaging a clutch for selectively interconnecting the first shock absorber with the electric motor; and

a hydraulic pump continuously interconnected with the input member, wherein the hydraulic pump supplies pressurized hydraulic fluid to the transmission;

Wherein said clutches and brakes are selectively engageable in at least two combinations to establish a plurality of forward speed ratios and at least one reverse speed ratio between said input member and output member.

Description of drawings

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the invention in any way.

FIG. 1 is a schematic diagram of an embodiment of a powertrain for a motor vehicle; and

FIG. 2 is a graph showing rotation of first and second shock absorbers versus engine load.

detailed description

The following description is merely exemplary in nature and is not intended to limit the invention, application or uses.

Referring to FIG. 1 , an exemplary hybrid powertrain for a motor vehicle is generally indicated by reference numeral 10 in accordance with the present invention. The powertrain 10 includes an engine 12 and an electric motor module 14 each independently supplying drive torque to a transmission 16 . The transmission 16 establishes various transmission or speed ratios to a final drive unit 18 .

Engine 12 is a conventional internal combustion or electric motor, or a combination thereof, or any other type of prime mover without departing from the scope of the present invention. The engine 12 supplies drive torque to a flexible plate, flywheel or other connected device 20 . A flex plate 20 is coupled to the electric motor module 14 .

The electric motor module 14 includes a first shock absorber 22 , a disconnect clutch 24 , a one-way clutch 26 , an electric motor 28 and a second shock absorber 36 . The first shock absorber 22 is connected to the flexplate 20 . The first shock absorber 22 is configured to absorb a portion of torque shocks transmitted from the engine 12 through the flexplate 12 . The first damper 22 may take various forms and have various characteristics without departing from the scope of the present invention, for example the first damper 22 and the flexplate 20 combine to form a dual mass flywheel. The first shock absorber 22 is connected to both the disconnect clutch 24 and the one-way clutch 26 . The disconnect clutch 24 is a plate clutch in the example provided which, when engaged, transmits torque from the first shock absorber 22 to the electric motor 28 . However, it should be appreciated that various types of torque transmitting devices may be used.

Electric motor 28 generally includes a stator 30 and a rotor 32 . The stator 30 includes a plurality of windings or stages and is fixed to the ground, a stationary member, or a transmission housing 34 . The rotor 32 includes a plurality of magnets and/or ferromagnetic members and is disposed radially inside the stator 30 . The rotor 32 is interconnected for common rotation with the disconnect clutch 24 and the second damper 36 . The stator 30 and rotor 32 may take various forms and have various characteristics without departing from the invention. The second shock absorber 36 is configured to absorb a portion of torque shocks transmitted from the rotor 32 of the electric motor 28 . The second shock absorber 36 may take various forms and have various characteristics without departing from the invention.

In the example provided, the first shock absorber 22 is a two-stage shock absorber having four inner diameter straight springs. Furthermore, the first shock absorber 22 is dry and arranged externally to the electric motor 28 and hydraulic fluid lubrication and cooling flow. The first shock absorber 22 has a low spring rate, long travel, and low hysteresis tuned to isolate torque oscillations during steady state engine 12 operation. For example, the first shock absorber 22 has a spring rate of about 10 Nm/deg to about 30 Nm/deg in the first stage and a spring rate of about 50 Nm/deg in the second stage, and a capacity of about 465 Nm in the first stage And a capacity of about 565Nm in the second stage, and a hysteresis between about 9Nm and about 20Nm.

In the example provided, the second shock absorber 36 is a single stage shock absorber having four arcuate springs disposed on the outer diameter of the shock absorber. A second shock absorber 36 is disposed within the electric motor module 14 . Thus, the second shock absorber 36 is wet and is subjected to hydraulic fluid lubricating and cooling flow. Compared to the first shock absorber 22 , the second shock absorber 36 has a high spring rate, short travel, and high hysteresis, and is tuned to isolate torque oscillations during stop-start of the engine 12 . For example, the second shock absorber 36 has a spring rate of about 20 Nm/deg to about 40 Nm/deg, a capacity of about 528 Nm, and a hysteresis of about 50 Nm to about 110 Nm.

Turning to FIG. 2 , the graph illustrates the first and second dampers 22 , 36 with a combined damper effect (ie, the combined effect of the first and second dampers 22 , 36 ). The angle of rotation of the shock absorbers 22 , 36 is shown on the horizontal axis and indicated by reference numeral 102 . Engine load in Nm is indicated on the vertical axis and is indicated by reference numeral 104 . The first shock absorber 22 is represented by line 106 . The second shock absorber 36 is represented by line 108 . The combined damper effect is represented by line 110 . An increase in damper hysteresis improves damper damping and reduces vibration during engine start and stop, while higher hysteresis torque increases the transfer rate from the main component of combustion during steady state engine operation.

Referring to FIG. 1 , the transmission 16 generally includes a transmission input shaft 40 , a transmission output shaft 42 , a pump 44 , and a clutch and gear arrangement 46 . The transmission input shaft 40 is connected for rotation with and selectively driven by both the one-way clutch 26 and the second shock absorber 36 of the electric motor module 14 . Additionally, a pump 44 is connected to and driven by the transmission input shaft 40 . The pump 44 may be any positive displacement pump, such as a gerotor or vane pump, operable to provide pressurized hydraulic fluid to the transmission 16 and the electric motor module 14 .

The gear and clutch arrangement 46 includes a plurality of planetary gear assemblies 50 , 52 and 54 interconnected with a plurality of torque transmitting mechanisms 60 , 62 , 64 , 66 , 68 and 70 . For example, the first planetary gear set 50 includes a sun gear member 50A, a planet gear carrier member 50B and a ring gear member 50C. The sun gear member 50A is connected for common rotation with a first shaft or interconnecting member 72 . The ring gear member 50C is connected for common rotation with a second shaft or interconnecting member 74 . The planet gear carrier member 50B rotatably supports a set of planet gears 50D (only one of which is shown) and is connected for common rotation with the transmission output shaft or member 42 and the third shaft or interconnecting member 76 . The planet gears 50D are each configured to mesh with both the sun gear member 50A and the ring gear member 50C.

The second planetary gear set 52 includes a sun gear member 52A, a planet gear carrier member 52B that rotatably supports a set of planet gears 52D, and a ring gear member 52C. The sun gear member 52A is connected for common rotation with the transmission input shaft or member 40 . The ring gear member 52C is connected for common rotation with a fourth shaft or interconnecting member 78 . The planet carrier member 52C is connected for common rotation with a second shaft or interconnecting member 74 . The planet gears 52D are each configured to mesh with both the sun gear member 52A and the ring gear member 52C.

The third planetary gear set 54 includes a sun gear member 54A, a ring gear member 54C, and a planet gear carrier member 54B that rotatably supports a set of planet gears 54D. The sun gear member 54A is connected for common rotation with a fifth shaft or interconnecting member 80 . The ring gear member 54C is connected for common rotation with a third shaft or interconnecting member 76 . The planet gear carrier member 54B is connected for common rotation with a fourth shaft or interconnecting member 78 and a sixth shaft or interconnecting member 82 . The planet gears 54D are each configured to mesh with both the sun gear member 54A and the ring gear member 54C.

Torque transmitting mechanisms or clutches 60 , 62 and brakes 64 , 66 , 68 and 70 allow for the selective interconnection of shafts or interconnecting members, planetary gear set members and the transmission housing. For example, the first clutch 60 is selectively engageable to interconnect the fifth interconnecting member 80 with the transmission input member 40 . The second clutch 62 is selectively engageable to interconnect the fourth interconnecting member 78 with the transmission input member 40 . The first brake 64 is selectively engageable to interconnect the fifth interconnecting member 80 with the stationary member or transmission housing 34 so as to limit rotation of the member 80 relative to the stationary member or transmission housing 34 . The second brake 66 is selectively engageable to interconnect the sixth interconnecting member 82 with the stationary member or transmission housing 34 so as to limit rotation of the member 82 relative to the stationary member or transmission housing 34 . The third brake 68 is selectively engageable to interconnect the first interconnecting member 72 with the stationary member or transmission housing 34 so as to limit rotation of the member 72 relative to the stationary member or transmission housing 34 . The third clutch 70 is a one-way clutch selectively engageable to interconnect the sixth interconnecting member 82 with the stationary member or transmission housing 34 so as to restrict the member 82 in the first or at least one rotational direction relative to the The stationary member or transmission housing 34 rotates.

The transmission output shaft or member 42 is preferably continuously connected with the final drive unit or transfer case 18 . The final drive unit 18 may include a differential, transaxle and wheels (not shown) for providing the final output torque.

It should be appreciated that at least six forward speed ratios and one reverse speed ratio may be achieved through different combinations of clutch and brake engagement. Furthermore, the description of the invention is merely exemplary in nature and variations that do not depart from the spirit of the invention are intended to be within the scope of the invention. Such variations should not be considered as a departure from the spirit and scope of the invention.

Claims (16)

1. A hybrid powertrain having a transmission powered by an engine, said powertrain comprising: input component; output component; first, second and third planetary gear sets each having first, second and third members, wherein the first member of the first planetary gear set, the first member of the second planetary gear set member and the first member of the third planetary gear set is a sun gear, the second member of the first, second and third planetary gear sets is a carrier member and the third member of the first planetary gear set , the third member of the second planetary gear set and the third member of the third planetary gear set are ring gears; a first interconnecting member continuously interconnecting the third member of the first planetary gear set with the second member of the second planetary gear set; a second interconnecting member serially interconnecting the second member of the first planetary gear set and the output member with the third member of the third planetary gear set; a third interconnecting member continuously interconnecting the third member of the second planetary gear set with the second member of the third planetary gear set; six torque-transmitting mechanisms selectively engageable to interconnect at least one of said first, second and third members with at least one other of said first, second, third and stationary members even; a first shock absorber continuously interconnected with the engine; a one-way clutch for selectively interconnecting the first shock absorber and the input member; a second damper continuously interconnected to the input member and the first member of the second planetary gear set; an electric motor continuously interconnected to said second shock absorber to provide drive torque to said input member; disengaging a clutch for selectively interconnecting the first shock absorber with the electric motor; and a hydraulic pump continuously interconnected with the input member, wherein the hydraulic pump supplies pressurized hydraulic fluid to the transmission; wherein said torque transmitting mechanisms are selectively engageable in combinations of at least two to establish a plurality of forward speed ratios and at least one reverse speed ratio between said input member and output member; Wherein the first shock absorber has a spring rate and hysteresis smaller than the spring rate and hysteresis of the second shock absorber. 2. The hybrid powertrain of claim 1 wherein a first of said six torque transmitting mechanisms is selectively engageable to connect said input member and said first member of said second planetary gear set with said The first member of the third planetary gear set is interconnected. 3. The hybrid powertrain of claim 2 wherein a second of said six torque transmitting mechanisms is selectively engageable to connect the first member of said second planetary gear set with said second planetary gear The third member of the set is interconnected with the second member of the third planetary gear set. 4. The hybrid powertrain of claim 3 wherein a third of said six torque transmitting mechanisms is selectively engageable to interconnect the first member of said third planetary gear set with said stationary member . 5. The hybrid powertrain of claim 4 wherein a fourth of said six torque transmitting mechanisms is selectively engageable to connect the third member of said second planetary gear set with said third planetary gear A second member of the set is interconnected with the stationary member. 6. The hybrid powertrain of claim 5 wherein a fifth of said six torque transmitting mechanisms is selectively engageable to interconnect the first member of said first planetary gear set with said stationary member . 7. The hybrid powertrain of claim 6 wherein a sixth of said six torque transmitting mechanisms is selectively engageable to connect the third member of said second planetary gear set and said third planetary gear A second member of the set is interconnected with the stationary member. 8. The hybrid powertrain of claim 1, wherein the electric motor has a stator connected to the stationary member and a rotor connected to the first member of the second planetary gear set. 9. The hybrid powertrain of claim 1, wherein the first shock absorber has a spring rate of 10 Nm/deg to 30 Nm/deg in the first stage and a spring rate of 50 Nm/deg in the second stage , with a capacity of 465Nm in the first stage and 565Nm in the second stage, and a hysteresis between 9Nm and 20Nm. 10. The hybrid powertrain of claim 1, wherein the second shock absorber has a spring rate of 20 Nm/deg to 40 Nm/deg, a capacity of 528 Nm and a hysteresis of between 50 Nm to 110 Nm. 11. A transmission driven by a flywheel connected to an engine output, said transmission comprising: input component; output component; first, second and third planetary gear sets each having first, second and third members; a first interconnecting member continuously interconnecting the third member of the first planetary gear set with the second member of the second planetary gear set; a second interconnecting member serially interconnecting the second member of the first planetary gear set and the output member with the third member of the third planetary gear set; a third interconnecting member continuously interconnecting the third member of the second planetary gear set with the second member of the third planetary gear set; a first torque transmitting mechanism selectively engageable to interconnect the first member of the second planetary gear set with the first member of the third planetary gear set; a second torque transmitting mechanism selectively engageable to interconnect the first member of the second planetary gear set with the third member of the second planetary gear set and the second member of the third planetary gear set even; a third torque-transmitting mechanism selectively engageable to interconnect the first member of the third planetary gear set with a stationary member; a fourth torque transmitting mechanism selectively engageable to interconnect the third member of the second planetary gear set and the second member of the third planetary gear set with the stationary member; a fifth torque transmitting mechanism selectively engageable to interconnect the third member of the second planetary gear set and the second member of the third planetary gear set with the stationary member; a sixth torque-transmitting mechanism selectively engageable to interconnect the first member of the first planetary gear set with the stationary member; a first shock absorber continuously interconnected with the engine, wherein the first shock absorber has a first spring rate and a first hysteresis; a one-way clutch for selectively interconnecting the first shock absorber and the input member; a second shock absorber continuously interconnected to the input member and the first member of the second planetary gear set, wherein the second shock absorber has a larger spring than the first shock absorber a stiffer second spring rate and a second hysteresis greater than the first hysteresis of the first shock absorber; an electric motor continuously interconnected to said second shock absorber to provide drive torque to said input member; disengaging a clutch for selectively interconnecting the first shock absorber with the electric motor; and a hydraulic pump continuously interconnected with the input member, wherein the hydraulic pump supplies pressurized hydraulic fluid to the transmission; Wherein said torque transmitting mechanisms are selectively engageable in combinations of at least two to establish a plurality of forward speed ratios and at least one reverse speed ratio between said input member and output member. 12. The transmission of claim 11 wherein the first member of the first planetary gear set, the first member of the second planetary gear set and the first member of the third planetary gear set are sun gears , the second member of the first, second and third planetary gear sets is a carrier member and the third member of the first planetary gear set, the third member of the second planetary gear set and the first The third member of the triple planetary gear set is the ring gear. 13. The transmission of claim 11 wherein the electric motor has a stator connected to the stationary member and a rotor connected to the first member of the second planetary gear set. 14. The transmission as claimed in claim 11, wherein said first shock absorber has a spring rate of 10Nm/deg to 30Nm/deg in the first stage and a spring rate of 50Nm/deg in the second stage, in It has a capacity of 465Nm in the first stage and 565Nm in the second stage, and has a hysteresis between 9Nm and 20Nm. 15. The transmission of claim 11, wherein the second shock absorber has a spring rate of 20 Nm/deg to 40 Nm/deg, a capacity of 528 Nm and a hysteresis of between 50 Nm to 110 Nm. 16. A hybrid transmission driven by a flywheel connected to an engine output, said transmission comprising: input component; output component; first, second and third planetary gear sets each having a sun gear, a carrier member and a ring gear; a first interconnecting member continuously interconnecting the ring gear of the first planetary gear set with the carrier member of the second planetary gear set; a second interconnecting member serially interconnecting the carrier member of the first planetary gear set and the output member with the ring gear of the third planetary gear set; a third interconnecting member continuously interconnecting the ring gear of the second planetary gear set with the carrier member of the third planetary gear set; a first clutch selectively engageable to interconnect the sun gear of the second planetary gear set with the sun gear of the third planetary gear set; a second clutch selectively engageable to interconnect the sun gear of the second planetary gear set with the ring gear of the second planetary gear set and the carrier member of the third planetary gear set; a first one-way clutch selectively engageable to interconnect the ring gear of the second planetary gear set and the carrier member of the third planetary gear set with a stationary member; a first brake selectively engageable to interconnect the sun gear of the third planetary gear set with the stationary member; a second brake selectively engageable to interconnect the ring gear of the second planetary gear set and the carrier member of the third planetary gear set with the stationary member; a third brake selectively engageable to interconnect the sun gear of the first planetary gear set with the stationary member; a first shock absorber, which is continuously interconnected with the engine, wherein the first shock absorber has a spring rate of 10 Nm/deg to 30 Nm/deg in the first stage and 50 Nm/deg in the second stage Spring stiffness with a hysteresis between 9Nm and 20Nm; a second one-way clutch for selectively interconnecting the first shock absorber and the input member; a second damper continuously interconnected to the input member and the first member of the second planetary gear set, wherein the second damper has a spring rate of 20 Nm/deg to 40 Nm/deg, and Hysteresis between 50Nm and 110Nm; an electric motor continuously interconnected to said second shock absorber to provide drive torque to said input member; disengaging a clutch for selectively interconnecting the first shock absorber with the electric motor; and a hydraulic pump continuously interconnected with the input member, wherein the hydraulic pump supplies pressurized hydraulic fluid to the transmission; Wherein the first clutch, the second clutch, the first one-way clutch, the second one-way clutch, the disengagement clutch and the first brake, the second brake, and the third brake can optionally be at least two in one combination engaged in a manner to establish a plurality of forward speed ratios and at least one reverse speed ratio between the input member and the output member.